JP6013293B2 - Automobile roof structure - Google Patents

Description

  The present invention relates to an automobile roof structure in which roof reinforcements extending in the vehicle body width direction are joined to left and right roof side rails that are part of a steel body surrounding a vehicle interior.

  The roof reinforcement extends in the vehicle body width direction in the vicinity of the roof panel and is fixed to both ends in order to ensure rigidity and strength in the vehicle body width direction in the roof structure of the automobile and to secure the tension rigidity of the roof panel. It is joined to the left and right roof side rails extending in the longitudinal direction of the vehicle body via the integrally formed bracket.

  For roof reinforcement, the use of an extruded material made of an aluminum alloy has been proposed for the purpose of reducing the weight of the vehicle and improving the collision strength. The extruded material made of aluminum alloy is suitable for a case where a long material having the same (uniform) cross-sectional shape in the longitudinal direction can be easily produced and roof reinforcement having such a shape is desired.

  However, when roof reinforcement made of aluminum alloy extruded material is joined to the roof side rail of the steel body, due to the difference in thermal expansion between the aluminum alloy material and the steel material during the baking coating process, the joint location of both and its vicinity In this case, thermal deformation (plastic strain) occurs, and this thermal deformation remains after baking and may adversely affect the shape accuracy of the roof panel.

  With the aim of avoiding thermal deformation that adversely affects the shape accuracy of the roof panel during the baking coating process (that is, thermal deformation caused by the difference in thermal expansion between the aluminum alloy material and the steel material), a roof reinforcement as shown in FIG. There has been proposed a configuration in which brackets 15 formed separately are provided at both ends in the vehicle body width direction (see Patent Document 1). The bracket 15 has an expansion / contraction portion 15 a that absorbs the difference in thermal expansion between the roof side rail 11 and the roof reinforcement 12 in the vehicle body width direction. Further, flange portions 15b and 15c are formed on the roof side rail 11 side and the roof reinforcement 12 side of the stretchable portion 15a, respectively.

Japanese Patent No. 5094623

  However, in the technique disclosed in Patent Document 1, as shown in FIG. 12, the roof side rail-side flange portion 15 b of the extendable portion 15 a is joined to the flange 11 a of the roof side rail 11, and the surface of the roof reinforcement 12 on the vehicle body upper side. When the roof reinforcement side flange 15c of the expansion / contraction part 15a is joined to the above, the following problems occur. That is, the roof reinforcement 12 is bent in the upward direction of the vehicle body (see the solid line in FIG. 13) due to the longitudinal extension (vehicle width direction) of the roof reinforcement 12 during the baking coating process (see the solid line in FIG. 13). End up.

  As a result, the gap (that is, the thickness of the mastic resin 14) between the roof panel 13 and the roof reinforcement 12 set in advance before the baking coating process is changed (see FIG. 13).

  Therefore, after the baking coating process is completed (that is, cooled), the roof panel 13 is pulled toward the roof reinforcement 12 by the spring force of the cured mastic resin 14, and the roof panel 13 has a concave thermal deformation (thermal strain). Has occurred (see FIG. 14).

  12-14, although the case where the roof reinforcement side flange part 15c of the expansion-contraction part 15a was joined to the surface above the vehicle body of the roof reinforcement 12 was demonstrated, it is not only limited to this. For example, in the case where the roof reinforcement side flange portion 15c of the expansion / contraction part 15a is joined to the lower surface of the roof reinforcement 12, the gap between the roof panel 13 and the roof reinforcement 12 set in advance before the baking coating process (that is, The thickness of the mastic resin 14 is changed in an increasing direction, and a convex thermal deformation (thermal strain) occurs in the roof panel 13 after the baking coating process is completed (that is, cooled).

  An object of the present invention is to prevent thermal deformation (plastic strain) from being generated in a roof side rail by baking coating in a roof structure of an automobile in which an aluminum alloy roof reinforcement is joined to a roof side rail of a steel body. In addition, an object of the present invention is to provide an automobile roof structure that suppresses a change in the gap between the steel roof panel and the roof reinforcement and does not adversely affect the shape accuracy of the roof panel.

In order to achieve this object, the invention according to claim 1 of the present invention provides:
In the roof structure of an automobile in which roof reinforcements made of an aluminum alloy extruded material extending in the vehicle body width direction are joined to the left and right roof side rails of a steel body surrounding the vehicle interior,
The roof reinforcement extends upward in the width direction of the vehicle body by curving upwards under the steel roof panel,
A thermosetting adhesive resin for joining the roof panel and the roof reinforcement is interposed between the roof panel and the roof reinforcement,
It has brackets molded separately at both ends in the vehicle width direction of the roof reinforcement,
The bracket includes an expansion / contraction part that absorbs a difference in thermal expansion between the roof side rail and the roof reinforcement in the vehicle width direction, and the surfaces of the expansion / contraction part on the roof side rail side and the roof reinforcement side are flush with each other. (Hereinafter referred to as “roof side rail side flange” and “roof reinforcement side flange”),
The way and the roof side rail side flange portion and the roof reinforcement flange portion is maintained in the same plane, through the bracket, Ri the configuration der the roof reinforcement is joined to the roof side rail,
The roof reinforcement, when viewed in a cross section perpendicular to the extrusion direction, includes a pair of flanges that are substantially parallel to each other and disposed on the upper and lower sides of the vehicle body, and a pair of webs that are substantially perpendicular to the both flanges and face the vehicle body up and down direction. A substantially rectangular closed cross section is constituted by the pair of flanges and the pair of webs,
The roof reinforce side flange portion is provided with a pair of roof reinforce side web portions that extend in the vehicle body width direction and that are substantially perpendicular to the roof reinforce side flange portion and face the vehicle body up and down direction,
An automobile characterized in that the pair of webs are sandwiched and joined by the pair of roof reinforcement side web portions so that the roof side rail side flange portion and the roof reinforcement side flange portion are maintained in the same plane. The roof structure.

According to a second aspect of the present invention, in the first aspect of the present invention, the bracket is formed in a wave shape or a groove shape along a vehicle body width direction in the stretchable portion.

The invention described in claim 3 is the invention described in claim 1 or 2 , characterized in that the bracket is made of steel.

As described above, the present invention
In the roof structure of an automobile in which roof reinforcements made of an aluminum alloy extruded material extending in the vehicle body width direction are joined to the left and right roof side rails of a steel body surrounding the vehicle interior,
The roof reinforcement extends upward in the width direction of the vehicle body by curving upwards under the steel roof panel,
A thermosetting adhesive resin for joining the roof panel and the roof reinforcement is interposed between the roof panel and the roof reinforcement,
It has brackets molded separately at both ends in the vehicle width direction of the roof reinforcement,
The bracket includes an expansion / contraction part that absorbs a difference in thermal expansion between the roof side rail and the roof reinforcement in the vehicle width direction, and the surfaces of the expansion / contraction part on the roof side rail side and the roof reinforcement side are flush with each other. (Hereinafter referred to as “roof side rail side flange” and “roof reinforcement side flange”),
The way and the roof side rail side flange portion and the roof reinforcement flange portion is maintained in the same plane, through the bracket, Ri the configuration der the roof reinforcement is joined to the roof side rail,
The roof reinforcement, when viewed in a cross section perpendicular to the extrusion direction, includes a pair of flanges that are substantially parallel to each other and disposed on the upper and lower sides of the vehicle body, and a pair of webs that are substantially perpendicular to the both flanges and face the vehicle body up and down direction. A substantially rectangular closed cross section is constituted by the pair of flanges and the pair of webs,
The roof reinforce side flange portion is provided with a pair of roof reinforce side web portions that extend in the vehicle body width direction and that are substantially perpendicular to the roof reinforce side flange portion and face the vehicle body up and down direction,
The pair of webs are sandwiched and joined by the pair of roof reinforcement side web portions so that the roof side rail side flange portion and the roof reinforcement side flange portion are maintained in the same plane .

  This not only prevents thermal deformation (plastic strain) from occurring in the roof side rail due to baking coating in the roof structure of an automobile in which an aluminum alloy roof reinforcement is joined to the roof side rail of the steel body. A change in the gap between the steel roof panel and the roof reinforcement can be suppressed, and an automobile roof structure that does not adversely affect the shape accuracy of the roof panel can be realized.

1 is a schematic cross-sectional view of an automobile roof structure according to a first embodiment of the present invention. It is a model perspective view (before fixation) of the bracket shown in FIG. It is a model perspective view (before fixation) of the roof reinforcement shown in FIG. FIG. 3 is a schematic cross-sectional view showing a shape change before baking coating (broken line) and during baking coating (solid line) in the first embodiment. It is a schematic cross section of the roof structure of the automobile after baking finish in the first embodiment. It is a schematic cross section of the automobile roof structure of Embodiment 2 of the present invention. It is a model perspective view (before fixation) of the bracket shown in FIG. It is a model perspective view (before fixation) of the roof reinforcement shown in FIG. It is a schematic cross section which shows the shape change before baking coating (broken line) in the same Embodiment 2, and at the time of baking coating (solid line). It is a schematic cross section of the roof structure of the automobile after baking finish in the second embodiment. It is a perspective view which shows various bracket shapes in the roof structure of the motor vehicle based on this invention. It is a schematic cross section of the roof structure of the automobile of the conventional embodiment. It is a schematic cross section which shows the shape change before the conventional baking coating (broken line) and the time of baking coating (solid line). It is a schematic cross section of the roof structure of the automobile after completion of the conventional baking coating.

Inventor of the present invention, in a roof structure of an automobile in which an aluminum alloy roof reinforcement is joined to a roof side rail of a steel body, thermal deformation (plastic strain) is generated in the roof side rail by baking. In addition to preventing this problem, we conducted intensive research to determine whether it is possible to realize an automobile roof structure that suppresses the change in the gap between the steel roof panel and the roof reinforcement and does not adversely affect the shape accuracy of the roof panel. As a result, it has been found that the object can be achieved only by adopting the configuration described below. Hereinafter, the present invention will be described in detail while illustrating embodiments.

(Embodiment 1)
1 is a schematic cross-sectional view of a roof structure of an automobile according to Embodiment 1 of the present invention, FIG. 2 is a schematic perspective view of the bracket shown in FIG. 1 (before fixing), and FIG. 3 is a schematic perspective view of the roof reinforcement shown in FIG. 4 is a schematic cross-sectional view showing a shape change before baking coating (dashed line) and during baking coating (solid line) in the first embodiment, and FIG. 5 is a roof of the automobile after completion of baking coating in the first embodiment. It is a schematic cross section of a structure.

  FIG. 1 shows a part of a roof structure of an automobile according to the present invention (a roof side rail and a half portion of a roof reinforcement and a bracket on one side).

  1 to 3, reference numeral 1 denotes left and right roof side rails which are part of a steel body surrounding the vehicle interior, 2 is roof reinforcement made of an aluminum alloy extruded material extending in the vehicle body width direction, and 3 is steel. A roof panel, 4 is a mastic resin as a thermosetting adhesive resin, and 5 is a steel bracket formed separately at both ends of the roof reinforcement 2 in the vehicle width direction. The roof reinforcement 2 has a pair of flanges 2a and 2b arranged substantially parallel to each other on the upper side and the lower side of the vehicle body when viewed in a cross section perpendicular to the extrusion direction, and is substantially perpendicular to both the flanges 2a and 2b. It has a pair of webs 2c and 2d which face the direction, and a substantially rectangular closed cross section is constituted by the pair of flanges 2a and 2b and the pair of webs 2c and 2d. The roof side rail 1 and the roof panel 3 are provided with flanges 1a and 3a, respectively.

  The roof reinforcement 2 is curved upwardly and extends in the vehicle body width direction under the roof panel 3, and the mastic resin 4 for joining the roof panel 3 and the roof reinforcement 2 is formed between the roof panel 3 and the roof reinforcement 2. Is intervening.

  The bracket 5 has an expansion / contraction part 5a that absorbs the difference in thermal expansion between the roof side rail 1 and the roof reinforcement 2 in the vehicle width direction, and the same surface on the roof side rail 1 side and the roof reinforcement 2 side of the expansion / contraction part 5a. Flange portions (“a pair of roof side rail side flange portions 5b, 5b” and “a pair of roof reinforcement side flange portions 5c, 5c”) that are flat are formed. The stretchable part 5a is formed in a triangular wave shape along the vehicle body width direction, and the cross section of the stretchable part 5a in the vehicle body width direction is the same at any position in the vehicle body longitudinal direction. The rigidity of the stretchable part 5a in the vehicle body width direction is the smallest in the roof reinforcement 2 and the bracket 5, and when a compression or tensile load in the vehicle body width direction is applied between the roof reinforcement 2 and the full side rail 1, the other parts It stretches and deforms in preference to. Here, the “same plane” is not limited to the exact same plane mathematically, but is allowed up to three times the plate thickness of the bracket 5. This definition also applies to the phrase “same plane” that appears below.

  Further, on the flange 1a of the roof side rail 1, the roof side rail side flange portions 5b and 5b and the flange 3a of the roof panel 3 are overlapped and mechanically joined with bolts.

  Further, the pair of roof reinforcement side flange portions 5c and 5c has a pair of roof reinforcement side webs extending in the vehicle width direction and substantially perpendicular to the pair of roof reinforcement side flange portions 5c and 5c and facing the vehicle vertical direction. Parts 5d and 5d are provided. The pair of roof side rail side flange portions 5b, 5b and the pair of roof reinforcement side flange portions 5c, 5c are maintained in the same plane as described above, and the pair of roof reinforcement side web portions 5d, 5d are paired. The webs 2c and 2d are sandwiched and joined by spot welding. Thus, the roof structure of the automobile according to the present invention is configured so that the pair of roof side rail side flange portions 5b and 5b and the pair of roof reinforcement side flange portions 5c and 5c are maintained in the same plane as described above. The roof reinforcement 2 is configured to be joined to the roof side rail 1 via the bracket 5.

  Next, FIG. 4 shows a state when the steel body having the roof structure of the automobile shown in FIG. 1 is charged in a baking coating furnace and heated to 170 to 200 ° C. FIG. 4 shows changes in the shape of the automobile roof structure before baking coating (dashed line) and during baking coating (solid line). As shown in FIG. 4, the elongation in the vehicle width direction of the roof reinforcement 2 made of aluminum alloy is larger than the elongation in the vehicle width direction of the roof side rail 1, and the compression in the vehicle width direction is performed between the roof reinforcement 2 and the roof side rail 1. A load is applied, and the expansion / contraction part 5a of the bracket 5 is contracted to absorb the difference in thermal expansion between the roof reinforcement 2 and the roof side rail 1 in the vehicle body width direction. Therefore, it is possible to prevent the roof side rail 1 from being thermally deformed (plastic strain). Further, as described above, the pair of roof side rail side flange portions 5b, 5b and the pair of roof reinforcement side flange portions 5c, 5c are maintained in the same plane, so that the pair of roof reinforcement side web portions 5d, Since the pair of webs 2c and 2d are sandwiched by 5d and joined by spot welding, the roof reinforcement 2 is not deformed so as to move upward or downward in the vehicle body relative to the roof panel 3. Accordingly, the roof reinforcement 2 is not deformed such that the roof reinforcement 2 moves in the vehicle body upward direction or the vehicle body downward direction with respect to the roof panel 3 at the time of baking painting, and therefore the gap between the roof panel 3 and the roof reinforcement 2 (that is, the mastic resin 4 It does not change in the direction of decreasing (thickness) or increase.

  Next, FIG. 5 shows a state of the roof structure of the automobile after completion of the baking coating shown in FIG. 4 (that is, after cooling to room temperature). When it is cooled to room temperature, the roof reinforcement 2 and the roof side rail 1 are thermally contracted. Along with this, a tensile load in the vehicle width direction is applied between the roof reinforcement 2 and the roof side rail 1, and the expansion / contraction part 5a of the bracket 5 is heated. As shown in FIG. 5, it is extended by an amount corresponding to the shrinkage difference, and the original shape is restored, and thermal deformation (plastic strain) is prevented from remaining on the roof side rail 1. In addition, as described above, the gap between the roof panel 3 and the roof reinforcement 2 (that is, the thickness of the mastic resin 4) does not change or does not change during baking. (That is, the change in the gap is suppressed), the roof panel 3 is pulled toward the roof reinforcement 2 side or the roof panel 3 is moved away from the roof reinforcement 2 side by the spring force of the cured mastic resin 4. Does not happen. Therefore, the roof panel 3 does not undergo the conventional concave thermal deformation or convex thermal deformation, and an automobile roof structure that does not adversely affect the shape accuracy of the roof panel 3 can be realized.

(Embodiment 2)
6 is a schematic cross-sectional view of the roof structure of an automobile according to Embodiment 2 of the present invention, FIG. 7 is a schematic perspective view of the bracket shown in FIG. 6 (before fixing), and FIG. 8 is a schematic perspective view of the roof reinforcement shown in FIG. 9 is a schematic cross-sectional view showing a shape change before baking coating (broken line) and during baking coating (solid line) in the second embodiment, and FIG. 10 is a roof of an automobile after completion of baking coating in the second embodiment. It is a schematic cross section of a structure. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, detailed description thereof is omitted, and only different portions will be described in detail.

  FIG. 6 shows a part of a roof structure of an automobile according to the present invention (a roof side rail and one half of a roof reinforcement and a bracket on one side). In FIG. 6, the part shown with a broken line is the edge part of the vehicle width direction of the roof reinforcement 2 shown in FIG. A roof reinforcement 2 as shown in FIG. 8 is obtained by subjecting this portion to crushing in the vertical direction of the vehicle body (see below for details).

  The bracket 5 shown in FIG. 7 is not provided with the pair of roof reinforcement side web portions 5d and 5d as shown in FIG. 2, and the roof reinforcement side flange portion 5c is formed from one flat surface. Therefore, the roof reinforcement side flange portion 5c formed from this flat surface and the pair of roof side rail side flange portions 5b, 5b are configured to be on the same plane.

  The end portion of the roof reinforcement 2 shown in FIG. 8 in the vehicle body width direction is approximately indicated by a portion indicated by a broken line in FIG. 6 (that is, a pair of flanges 2a and 2b and a pair of webs 2c and 2d of the roof reinforcement 2 shown in FIG. The rectangular closed cross-section portion is crushed in the vertical direction of the vehicle body, and is a predetermined amount compared to the closed cross-section portions other than the end portions (that is, compared to the height of the pair of webs 2c and 2d in the vertical direction of the vehicle body). A pair of webs 2f and 2g that are small are formed. As a result, a substantially rectangular closed cross section is formed by the pair of flanges 2e, 2b and the pair of webs 2f, 2g at the end of the roof reinforcement 2 in the vehicle width direction.

  Furthermore, as shown in FIG. 6, the roof reinforcement side flange portion 5c formed from one flat surface with the pair of roof side rail side flange portions 5b and 5b is maintained in the same plane as described above, and is flat. The roof reinforce side flange portion 5c formed from one surface is mechanically bolted to the flange 2e of the roof reinforce 2 {the vehicle body upper side of the end of the roof reinforce 2 (lower one step below the surface of the flange 2a)}. It is joined to. Thus, the roof structure of the automobile according to the present invention is such that the roof reinforcement side flange portion 5c formed from one flat surface with the pair of roof side rail side flange portions 5b and 5b is maintained in the same plane as described above. Thus, the roof reinforcement 2 is configured to be joined to the roof side rail 1 via the bracket 5.

  Next, FIG. 9 shows a state when the steel body having the automobile roof structure shown in FIG. 6 is charged into a baking coating furnace and heated to 170 to 200 ° C. FIG. 9 shows changes in the shape of an automobile roof structure before baking coating (broken line) and during baking coating (solid line). As shown in FIG. 9, the elongation in the vehicle width direction of the roof reinforcement 2 made of aluminum alloy is larger than the elongation in the vehicle width direction of the roof side rail 1, and the compression in the vehicle width direction is performed between the roof reinforcement 2 and the roof side rail 1. A load is applied, and the expansion / contraction part 5a of the bracket 5 is contracted to absorb the difference in thermal expansion between the roof reinforcement 2 and the roof side rail 1 in the vehicle body width direction. Therefore, it is possible to prevent the roof side rail 1 from being thermally deformed (plastic strain). Further, as described above, the roof reinforcement side flange portion 5c formed from the flat one surface with the pair of roof side rail side flange portions 5b, 5b is formed from the flat one surface so as to be maintained in the same plane. Since the roof reinforce side flange portion 5c is mechanically joined to the flange 2e of the roof reinforce 2 with bolts, the roof reinforce 2 can be deformed so as to move upward or downward in the vehicle body relative to the roof panel 3. Does not occur. Accordingly, the roof reinforcement 2 is not deformed such that the roof reinforcement 2 moves in the vehicle body upward direction or the vehicle body downward direction with respect to the roof panel 3 at the time of baking painting, and therefore the gap between the roof panel 3 and the roof reinforcement 2 (that is, the mastic resin 4 It does not change in the direction of decreasing (thickness) or increase.

  Next, FIG. 10 shows a state of the roof structure of the automobile after completion of the baking coating shown in FIG. 9 (that is, after cooling to room temperature). When it is cooled to room temperature, the roof reinforcement 2 and the roof side rail 1 are thermally contracted. Along with this, a tensile load in the vehicle width direction is applied between the roof reinforcement 2 and the roof side rail 1, and the expansion / contraction part 5a of the bracket 5 is heated. As shown in FIG. 5, it is extended by an amount corresponding to the shrinkage difference, and the original shape is restored, and thermal deformation (plastic strain) is prevented from remaining on the roof side rail 1. In addition, as described above, the gap between the roof panel 3 and the roof reinforcement 2 (that is, the thickness of the mastic resin 4) does not change or does not change during baking. (That is, the change in the gap is suppressed), the roof panel 3 is pulled toward the roof reinforcement 2 side or the roof panel 3 is moved away from the roof reinforcement 2 side by the spring force of the cured mastic resin 4. Does not happen. Therefore, the roof panel 3 does not undergo the conventional concave thermal deformation or convex thermal deformation, and an automobile roof structure that does not adversely affect the shape accuracy of the roof panel 3 can be realized.

  In this embodiment, the roof reinforcement side flange portion 5c formed from one flat surface is lowered to the flange 2e of the roof reinforcement 2 {the vehicle upper side of the end portion of the roof reinforcement 2 (lower than the surface of the flange 2a below the vehicle body). The example of mechanically joining with bolts is described above, but is not necessarily limited thereto. That is, the pair of flanges 2a, 2b and the pair of webs 2c, 2d of the roof reinforcement 2 are subjected to a crushing process in the vertical direction of the vehicle body in comparison with the closed cross-sections other than the end parts (that is, The pair of webs 2c, 2d is formed with a pair of webs that are smaller by a predetermined amount (compared to the height of the pair of webs 2c, 2d in the vertical direction of the vehicle body), the flange 2a remains flat, and the flange 2b rises one step toward the end. It has a flange and may be mechanically joined with a bolt to this flange (on the vehicle body below the end of the roof reinforcement 2).

  Moreover, in the said Embodiment 1 and 2, although the case where it was steel as the bracket 5 was demonstrated, it is not necessarily limited to this. For example, it is possible to adopt an aluminum alloy. However, from the viewpoint of electrolytic corrosion, it is more preferable to employ steel as the bracket 5.

  In the first and second embodiments, the case where a mastic resin is used as the thermosetting adhesive resin has been described. However, the present invention is not necessarily limited to this and is a thermosetting resin and has an adhesive property. As long as it has, various things are employable.

  Moreover, in the said Embodiment 1 and 2, although the example shape | molded in the triangular groove shape along the vehicle body width direction was demonstrated as a shape of the expansion-contraction part 5a of the bracket 5, it is not necessarily limited to this. For example, various shapes as shown in FIG. 11 can be adopted. The shape of the expansion / contraction part of the bracket in FIG. 11 (c) is the same triangular groove shape as shown in FIG. 2, FIG. 11 (a) is a triangular wave shape, FIG. 11 (b) is its vertically symmetrical shape, FIG. ) Is a vertically symmetrical shape of FIG. 11C, FIG. 11E is a curved wave shape, FIG. 11F is its vertically symmetrical shape, FIG. 11G is a trapezoidal groove shape, and FIG. FIG. 11 (i) shows a curved groove shape, and FIG. 11 (j) shows the vertically symmetrical extension / contraction part. Each of these extendable parts is formed into a wave shape or a groove shape along the vehicle body width direction, and the cross section of the expandable part in the vehicle body width direction is the same at any position in the vehicle body longitudinal direction.

  In the first embodiment, an example in which the roof side rail side flange portions 5b and 5b and the flange 3a of the roof panel 3 are overlapped on the flange 1a of the roof side rail 1 and mechanically joined with bolts will be described. However, it is not necessarily limited to this. For example, mechanical joining such as rivets or welding joining (spot welding or the like) can be appropriately selected and used in combination.

  In the first embodiment, the example in which the pair of webs 2c and 2d are sandwiched by the pair of roof reinforcement side web portions 5d and 5d and joined by spot welding is described. However, the present invention is not necessarily limited thereto. For example, mechanical joining such as bolts and rivets can be used. The same can be said for the above-described second embodiment with respect to the above-described bonding method.

  In the present invention, an aluminum alloy used for roof reinforcement or bracket is easy to manufacture, easy to mold, and excellent in strength. AA to JIS 3000 series, 5000 series, 6000 series aluminum alloy tempered material (heat treatment) Material) is appropriately selected and used.

DESCRIPTION OF SYMBOLS 1 Roof side rail 1a Flange 2 Roof reinforce 2a, 2b, 2e Flange 2c, 2d, 2f, 2g Web 3 Roof panel 3a Flange 4 Mastic resin 5 Bracket 5a Expansion / contraction part 5b Roof side rail side flange part 5c Roof reinforce side flange part 5d Roof reinforcement side web

Claims (3)

In the roof structure of an automobile in which roof reinforcements made of an aluminum alloy extruded material extending in the vehicle body width direction are joined to the left and right roof side rails of a steel body surrounding the vehicle interior,
The roof reinforcement extends upward in the width direction of the vehicle body by curving upwards under the steel roof panel,
A thermosetting adhesive resin for joining the roof panel and the roof reinforcement is interposed between the roof panel and the roof reinforcement,
It has brackets molded separately at both ends in the vehicle width direction of the roof reinforcement,
The bracket includes an expansion / contraction part that absorbs a difference in thermal expansion between the roof side rail and the roof reinforcement in the vehicle width direction, and the surfaces of the expansion / contraction part on the roof side rail side and the roof reinforcement side are flush with each other. (Hereinafter referred to as “roof side rail side flange” and “roof reinforcement side flange”),
The way and the roof side rail side flange portion and the roof reinforcement flange portion is maintained in the same plane, through the bracket, Ri the configuration der the roof reinforcement is joined to the roof side rail,
The roof reinforcement, when viewed in a cross section perpendicular to the extrusion direction, includes a pair of flanges that are substantially parallel to each other and disposed on the upper and lower sides of the vehicle body, and a pair of webs that are substantially perpendicular to the both flanges and face the vehicle body up and down direction. A substantially rectangular closed cross section is constituted by the pair of flanges and the pair of webs,
The roof reinforce side flange portion is provided with a pair of roof reinforce side web portions that extend in the vehicle body width direction and that are substantially perpendicular to the roof reinforce side flange portion and face the vehicle body up and down direction,
An automobile characterized in that the pair of webs are sandwiched and joined by the pair of roof reinforcement side web portions so that the roof side rail side flange portion and the roof reinforcement side flange portion are maintained in the same plane. Roof structure. The automobile roof structure according to claim 1, wherein the bracket is formed in a wave shape or a groove shape along the vehicle body width direction in the extendable portion. The roof structure of an automobile according to claim 1 or 2 , wherein the bracket is made of steel.